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Monday, September 29, 2014

From Wikipedia"The Mark IV was a British tank of the World War I. Introduced in 1917, it benefited from significant developments on the first British tank, the intervening designs being small batches used for training. The major improvements were in armour, the re-siting of the fuel tank, and easier transportation. A total of 1,220 were built: 420 "Males", 595 "Females" and 205 Tank Tenders (unarmed vehicles used to carry supplies), which made it the most produced British tank of the War.The Mark IV was first used in mid 1917 at the Battle of Messines Ridge.
It remained in official British service until the end of the War, and a
small number served briefly with other combatants afterwards.

The director of the Tank Supply Department, Albert Gerald Stern,
first intended to fit the Mark IV with a new engine and transmission.
Production of battle tanks was halted until the new design was ready,
necessitating the use of the Mark II and III as interim training tanks.
Failing to complete development soon enough to start production in time
to have 200 tanks ready for the promised date of 1 April 1917, Stern was
ultimately forced to take a Mark IV into production in May 1917 that
was only slightly different from the Mark I tank.The Mark IV Male carried three Lewis machine guns – one in the hull front and two in the sponsons – as well as the two sponson guns (now shorter barrelled QF 6 pdr 6 cwt
guns). The sponsons were not mirror images of each other, as their
configuration differed to allow for the 6 pdr's gun-layer operating his
gun from the left and the loader serving the gun from the right. The
guns had a 100 degree arc of fire but only the starboard gun could fire
straight ahead. The Female had five machine guns. Two of the machine guns were operated by the gun loaders.The decision to standardize on the Lewis gun was due to the space
available within the tanks. Despite its vulnerable barrel and a tendency
to overheat or foul after prolonged firing, the Lewis used compact drum
magazines which could hold up to 96 rounds. The Hotchkiss was fed from a
rigid strip which was trimmed down to only 14 rounds for tank use; no
sooner had the machine gunner guided the fall of shot onto the target
then it was time to change the strip and the process repeated.
It was not until a flexible 50 round strip was fully developed in May
1917 that the Hotchkiss would become the standard machine gun for tanks
again. The changes caused delays, such as adapting the design for the
bulky Lewis cooling barrel, and later, problems when the Hotchkiss
strips had to be stored in positions designed for Lewis gun magazines.This tank introduced the use of the fascine,
a bundle of brushwood, bound with chains, about 10 ft (3.0 m) long and
4.5 ft (1.4 m) in diameter carried on the front. It was dropped into
trenches to allow the tank to more easily cross over.A large number of these tanks were also used for development work. In an attempt to improve trench-crossing capability, the tadpole tail
was introduced, an extension to the rear track horns. However, it
proved insufficiently rigid and does not appear to have been used in
combat. Other experimental versions tested radios, mortars placed
between the rear horns, and recovery cranes. Some of these devices were
later used on operational tanks. Mark IVs were also the first tanks
fitted with unditching beams by field workshops. A large wooden
beam, reinforced with sheet metal, was stored across the top of the tank
on a set of parallel rails. If the tank became stuck, the beam was
attached to the tracks (often under fire) and then dragged beneath the
vehicle, providing grip.

Crew

8

Combat weight

Male: 28 tons (28.4 tonnes) – Female: 27 tons (27.4 tonnes)

Armour

0.25–0.47 in (6.1–12 mm)

Armament

Three MG and two 6-pdrs (Male), Five .303 Lewis MG (Female)

Ammunition storage

6 pounder: 180 HE rounds and remainder Case

The Mark IV was built by six manufacturers: Metropolitan (the majority builder), Fosters of Lincoln, Armstrong-Whitworth, Coventry Ordnance Works, William Beardmore and Company and Mirrlees, Watson & Co.,
with the main production being in 1917. The first order was placed for
1,000 tanks with Metropolitan in August 1916. It was then cancelled,
reinstated and then modified between August and December 1916. The other
manufacturers, contracted for no more than 100 tanks each, were largely
immune to the conflict between Stern and the War Office.[5]

The Mark IV was first used in large numbers on 7 June 1917, during the British assault on Messines Ridge.
Crossing dry but heavily cratered terrain, many of the sixty-plus Mark
IVs lagged behind the infantry, but several made important contributions
to the battle. By comparison, at the Third Battle of Ypres
(also known as Passchendaele) from 31 July, where the preliminary
24-day long barrage had destroyed all drainage and heavy rain had soaked
the field, the tanks found it heavy going and contributed little; those that sank into the swampy ground were immobilized and became easy targets for enemy artillery.Nearly 460 Mark IV tanks were used during the Battle of Cambrai
in November 1917, showing that a large concentration of tanks could
quickly overcome even the most sophisticated trench systems.In the aftermath of the German Spring Offensive on the western front, the first tank-to-tank battle was between Mk IV tanks and German A7Vs in the Second Battle of Villers-Bretonneux in April 1918.About 40 captured Mark IVs were employed by the Germans as Beutepanzerwagen (The German word Beute means "loot" or "booty") with a crew of twelve. These formed four tank companies from December 1917. Some of these had their six pounders replaced by a German equivalent.The last Mark IV to see service was Excellent, a Mark IV male retained by the naval gunnery school on Whale Island, HMS Excellent.
In the early years of the Second World War it was restored to
operational status and driven to the mainland, where its new career was
allegedly brought to an early end after a number of cars were damaged.

A local company, William Foster & Co., manufactured the first tanks, although as the only Mark IVs built in Lincoln were Male, Flirt was probably built by Metropolitan in Birmingham.

A Mark IV Female is preserved at Ashford
in Kent. This is one of many that were presented for display to towns
and cities in Britain after the war; most were scrapped in the 1920s and
1930s. Interestingly this tank appears to sit on a box. This is in fact
blocking a hole under the tank which was cut out to remove the engine
in order to install an electricity substation inside it. This was then
removed a decade or so later to leave a hollow interior.

The Royal Museum of the Army in Brussels has a Male Mark IV tank, the Lodestar III, still in original colours.

In 1999, a Mark IV Female, D51: Deborah, was excavated at the village of Flesquières in France. It had been knocked out by shell-fire at the Battle of Cambrai (1917) and subsequently buried when used to fill a crater. Work is underway on its restoration.

A Mark IV Male, Excellent, is displayed at Bovington. After World War I, this tank was presented by the army to HMS Excellent,
a Royal Navy shore establishment where some tank crewmen were trained.
During World War II, it was made operational again for service with the Home Guard when German invasion threatened in 1940. It is still maintained in working order.

Mark IV Female Liberty: displayed at United States Army Ordnance Museum, Aberdeen, Maryland. Originally named Britannia, this tank took part in the Battle of Arras
where it penetrated the German trench lines, destroyed four machine gun
positions, helped take 395 prisoners and repulse two German
counter-attacks. The tank and her crew were afterwards sent to the US to
help sell War bonds. Renamed Liberty,
the tank joined the Ordnance Museum collection in 1919. After decades
of exposure to the elements it is in poor condition, but about to
undergo restoration.

Wednesday, September 24, 2014

From Wikipedia"The Supermarine S.6B is a British racing seaplane developed by R.J. Mitchell for the Supermarine company to take part in the Schneider Trophy
competition of 1931. The S.6B marked the culmination of Mitchell's
quest to "perfect the design of the racing seaplane" and represented the
cutting edge of aerodynamic technology.
The last in the line developed by Supermarine, it followed the S.4, S.5 and the S.6.
Mitchell and his team's experience in designing high speed Schneider
Trophy floatplanes greatly contributing to the development of the later Supermarine Spitfire, an iconic fighter and Britain's most successful interceptor of World War II.

Despite Prime Minister James Ramsay MacDonald's
pledge of government support for the next British race entrant
immediately after the 1929 victory, official funding was withdrawn less
than two months later following the Wall Street Crash,
with the official reason given that the previous two contests had
collected sufficient data on high speed flight, so further expenditure
of public money was unwarranted. A committee formed by the Royal Aero Club,
who were responsible for organising the 1931 race, which included
representatives from the aircraft and aero engine industries, was formed
to discuss the feasibility of a privately funded entry but concluded
that not only would this be beyond their financial reach but that the
lack of the highly skilled RAF pilots of the High-Speed Flight would
pose a severe problem. This caused enormous public disappointment:
having won two successive races a victory in a third race would secure
the trophy outright.As ever active in aviation affairs, Lord Rothermere's Daily Mail group of newspapers launched a public appeal for money and several thousand pounds were raised, and after Lady Houston
publicly pledged £100,000 the Government changed its position and
announced its support for an entry in January 1931, leaving less than
nine months to prepare any race entrant. The RAF High Speed Flight was
reformed, and Mitchell and Rolls-Royce set to work.

There were only seven months to prepare an entry, and as Mitchell did
not have enough time to design a new aircraft, better performance had to
be obtained by getting more power from the R-Type engine
Modifications to the airframe design were limited to minor improvements
and some strengthening in order to cope with the increased weight of
the aircraft. Additionally, the floats were extended forward by some
three feet (0.9 m). Rolls-Royce had managed to increase the power of the engine by 400 hp (298 kW) to 2,300 hp (1,715 kW).

Although the British team faced no competitors, the RAF High Speed Flight brought six Supermarine Schneider racers to Calshot Spit on Southampton Water for training and practice. The aircraft were: S.5 N219, second at Venice in 1927, S.5 N220, winner at Venice in 1927, two S.6s with new engines and redesignated as S.6As (N247 that won at Calshot in 1929 and S.6A N248, disqualified at Calshot in 1929), and the newy built S.6Bs, S1595 and S1596.The improved aircraft was designated the Supermarine S.6B to
differentiate the variant from the S.6A. The British plan for the
Schneider contest was to have S1595 fly the course alone and if its speed was not high enough, or it encountered mechanical failure, then the more proven S.6A N248 would fly the course. If both S1595 and N248 failed in their attempts, N247 held in reserve would be used. The S.6B S1596 was then to attempt the World Air Speed Record. During practice, N247 was destroyed in a takeoff accident, resulting in the death of the pilot, Lieut. G. L. Brinton, R.N., precluding any other plans with only the two S.6Bs and the surviving S.6 prepared for the final Schneider run.The winning Schneider flight was piloted by Flt. Lt. John N. Boothman in aircraft serial numberS1595
at a speed of 340.08 mph (547.19 km/h), flying seven perfect laps of
the triangular course over the Solent, between the Isle of Wight and the
British mainland. Seventeen days later, Flt Lt. George Stainforth in S.6B serial S1596 broke the world air speed record reaching 407.5 mph (655.67 km/h).

The S.6B is hailed as giving the impetus to the development of the Supermarine Spitfire and the Rolls-Royce Merlin engine. At the completion of the record flights, both S.6Bs were retired. The Schneider Trophy winning S.6B S1595 was donated to the Science Museum in London, where it resides in an unrestored state. For a short period of time, S1596 was tested at the Marine Aircraft Experimental Establishment (MAEE) at Felixstowe. Until the 1960s, S.6A N248 was displayed incorrectly as S1596 at Southampton Royal Pier as a visitor attraction.S1596's ultimate fate is unknown.

Here are some images of Hasegawa's 1/48 scale Supermarine Spitfire MK VII. From History of War "

One intriguing feature of the Spitfire story is that the two most important versions introduced during the war, the Mk V and the Mk IX,
were both seen as interim designs, produced to fill a gap while more
heavily modified and theoretically more advanced versions entered
production. The Mk VII (pressurized) and Mk VIII (unpressurized) Spitfires were intended to replace the Mk V.

The
Mk VII used the closely related Merlin 61 (1,300hp at 23,000ft), 64
(1,450hp at 21,000ft) and 71 (1,700hp at 18,000) engines as they
appeared. The Merlin 61 was the first two-speed two-stage supercharged
engine used in the Spitfire – the two stage supercharger improved
performance at high altitude. The new engines required a new cooling
system, one result of which was that the Mk VII had an air scoop on
each wing, giving it a more symmetrical appearance than earlier
Spitfires. The length of the fuselage was increased to 31ft 3.5in in
early model to accommodate the larger engine. The fuselage also had to
be strengthened.

The Mk VII
used the “c” type universal wings, capable of carrying either eight
machine guns, four cannon or two cannon and four machine guns
depending on the situation, but with the extended wing tips used on
the Mk VI.

The Mk VII was a
pressurized fighter. It had a more advanced pressurization system than
the Mk VI, using a sliding cockpit canopy, which was more popular than
the locked cockpit on the Mk VI. The best high altitude version of the
Mk VII was powered by the Merlin 71, and could reach 416mph at 44,000
ft.

The Mk VII remained in
production from August 1942 until early in 1944, although only 140
aircraft were produced in that time. The Mk VII was a little more
successful than the earlier Mk VI,
but the “interim” Mk IX turned out to be capable of operating high
altitude itself, and the Mk VII soon lost its special status as a high
altitude fighter, although it remained in use throughout the war.

Tuesday, September 23, 2014

From Wikipedia"The BAE Systems Hawk is a British single-engine, advanced jet trainer aircraft. It was first flown at Dunsfold, Surrey, in 1974 as the Hawker Siddeley Hawk, and subsequently produced by its successor companies, British Aerospace and BAE Systems, respectively. It has been used in a training capacity and as a low-cost combat aircraft.Operators of the Hawk include the Royal Air Force (notably the Red Arrows
display team) and a considerable number of foreign military operators.
The Hawk is still in production in the UK and under licence in India by Hindustan Aeronautics Limited (HAL) with over 900 Hawks sold to 18 operators around the world.In 1964 the Royal Air Force specified a requirement (Air Staff Target (AST) 362) for a new fast jet trainer to replace the Folland Gnat. The SEPECAT Jaguar
was originally intended for this role, but it was soon realised that it
would be too complex an aircraft for fast jet training and only a small
number of two-seat versions were purchased. Accordingly, in 1968, Hawker Siddeley Aviation (HSA) began studies for a simpler aircraft, initially as special project (SP) 117. The design team was led by This project was funded by the company as a private venture, in
anticipation of possible RAF interest. The design was conceived of as
having tandem seating and a combat capability in addition to training,
as it was felt the latter would improve export sales potential. By the
end of the year HSA had submitted a proposal to the Ministry of Defence
based on the design concept, and in early 1970 the RAF issued Air Staff
Target (AST) 397 which formalised the requirement for new trainers of
this type. The RAF selected the HS.1182 for their requirement on 1
October 1971 and the principal contract, for 175 aircraft, was signed in
March 1972.

The prototype aircraft first flew on 21 August 1974. All development
aircraft were built on production jigs; the program remained on time and
to budget throughout. The Hawk T1 entered RAF service in late 1976.
The first export Hawk 50 flew on 17 May 1976. This variant had been
specifically designed for the dual-role of lightweight fighter and
advanced trainer; it had a greater weapons capacity than the T.1.More variants of the Hawk followed and common improvements to the
base design typically include increased range, more powerful engines,
redesigned wing and undercarriage, the addition of radar and
forward-looking infrared (FLIR), GPS navigation, and night vision compatibility.
Later models were manufactured with a great variety in terms of
avionics fittings and system compatibility to suit the individual
customer nation, cockpit functionality was often rearranged and
programmed to be common to an operator's main fighter fleet to increase
the Hawk's training value.In 1981 a derivative of the Hawk was selected by the United States Navy as their new trainer aircraft. Designated the McDonnell Douglas T-45 Goshawk,
the design was navalised and strengthened to withstand operating
directly from the decks of carriers in addition to typical land-based
duties; This T-45 entered service in 1994; initial aircraft had analogue cockpits, while later deliveries featured a digital glass cockpit. All airframes are planned to undergo avionics upgrades to a common standard.

A major competitor to the Hawk for export sales has been the Dassault/Dornier Alpha Jet; aviation expert John W. R. Taylor
commented: "What Europe must avoid is the kind of wasteful competition
that has the Hawker Siddeley Hawk and Dassault-Breguet/Dornier Alpha Jet
battling against each other in the world market." By early 1998, a total of 734 Hawks had been sold, more than 550 of which had been to export customers. Military customers often procured the Hawk as a replacement for older aircraft such as the BAC Strikemaster, Hawker Hunter, and Douglas A-4 Skyhawk.

A Hawk T2 of the Royal Air Force in 2009

During the 1980s and 1990s, British Aerospace, the successor company
to Hawker Siddeley, was trying to gain export sales of the variable-wing
Panavia Tornado strike aircraft; however countries such as Thailand and Indonesia,
whom had shown initial interest in the Tornado, concluded that the Hawk
to be a more suitable and preferable aircraft for their requirements.Malaysia and Oman cancelled their arranged Tornado orders in the early 1990s, both choosing to procure the Hawk instead.
Aviation authors Norman Polmar and Dana Bell stated of the Hawk: "Of
the many similar designs competing for a share of the world market, the
Hawk has been without equal in performance as well as sales".On 22 December 2004, the Ministry of Defence awarded a contract to
BAE Systems to develop an advanced model of the Hawk for the RAF and
Royal Navy.
The Hawk Mk. 128, otherwise designated as Hawk T2, replaces
conventional instrumentation with a glass cockpit, to better resemble
modern fighter aircraft such as the new mainstay of the RAF, the Eurofighter Typhoon. In October 2006, a GB£450 million contract was signed for the production of 28 Hawk 128s. The aircraft's maiden flight occurred on 27 July 2005 from BAE Systems' Warton Aerodrome.According to BAE Systems, as of July 2012 they have sold nearly 1000 Hawks so far, with sales continuing to date. In July 2012, Australian Defence Minister Stephen Smith
confirmed that Australia's fleet of Hawk Mk 127s would be upgraded to a
similar configuration to the RAF's Hawk T2 as part of a major mid-life
upgrade. As of 2012, the Hawk T2 is one of the competitors for the United States Air Force's T-X program to acquire a new trainer fleet.

The Hawk is an advanced trainer with a two-man tandem cockpit, a low-mounted cantilever wing and is powered by a single turbofan engine. Unlike many of the previous trainers in RAF service, the Hawk was specifically designed for training.
Hawker had developed the aircraft to have a high level of
servicability, as well as lower purchasing and operating costs than
previous trainers like the Jet Provost. The Hawk has been praised by pilots for its agility, in particular its roll and turn handling.The design of the fuselage included a height differential between the
two seats of the cockpit; this provided generous levels of visibility
for the instructor in the rear seat. Each cockpit is fitted with a Martin-Baker Mk 10Bzero-zero rocket-assisted ejection seat. Air is fed to the aircraft's rear-mounted Rolls-Royce Turbomeca Adour engine via intakes on each of the forward wing roots.
During the aircraft's development, Hawker had worked closely with
Rolls-Royce to reduce the engine's fuel consumption and to ensure a high
level of reliability.Even within the development stages, a Hawk variant was intended to
also serve as a single-seat ground-attack fighter; both the trainer and
fighter models were developed with the export market in mind.[4]
On single seat models, the forward cockpit area which normally houses a
pilot is replaced by an electronics bay for avionics and onboard
systems, including a fire control computer, multi-mode radar, laser
rangefinder and forward-looking infrared (FLIR).
Some export customers, such as Malaysia, have extensive modifications
to their aircraft, including the addition of wingtip hardpoint stations
and a fittable inflight refuelling probe.

The Hawk was designed to be manoeuvrable and can reach Mach 0.88 in level flight and Mach 1.15 in a dive, thus allowing trainees to experience transonic flight before advancing to a supersonic trainer. The airframe is very durable and strong, stressed for +9 g, the normal limit in RAF service is +7.5/-4 g.
A dual hydraulic system supplies power to operate systems such as the
aircraft's flaps, airbrakes and landing gear, together with the flight
controls. A ram air turbine
is fitted in front of the single tail fin to provide backup hydraulic
power for the flight controls in the event of an engine failure,[ additionally a gas turbineauxiliary power unit is housed directly above the engine.
The Hawk is designed to carry a centreline gun pod, such as the 30 mm ADEN cannon, two under-wing pylons, and up to four hardpoints for fitting armaments and equipment.[4] In RAF service, Hawks have been equipped to operate of Sidewinderair-to-air missiles. In the early 1990s, British Aerospace investigated the possibility of arming the Hawk with the Sea Eagleanti-ship missile for export customers.[

Here are some more images of Monograms 1/32 scale Deep Submergence Pick-Up from SeaQuest DSV.The
Conostoga Wagon of the new marine frontier is the Deep Submergence
Pick-Up, used for utility work in mining, construction, and as a general
runabout. Like the present day pick-up truck the DSP has a large cargo
bed, used to haul anything that will fit inside it.

I have to say that out of all the ships on DSV this one is the most legit looking.

Sunday, September 21, 2014

Here are some more images of Buraggo's 1/18 scale Bugatti type 59
roadster/racer.

From Wikipedia"
The final Bugatti race car of the 1930s
was the Type 59 of 1934. It used an enlarged 3.3 L (3257 cc/198
in³) version of the straight 8 type 57s engine sitting in a modified
Type 54 chassis. The engine was lowered for a better center of gravity
and the frame was lightened with a number of holes drilled in the
chassis. The signature piano wire wheels used splines between the brake
drum and rim, and relied on the radial spokes to handle cornering
loads. 250 hp (186 kW) was on tap, and 6 or 7 were made. Buraggo kits
are some of the easiest kits to build. The body comes pre painted and is
mostly assembled with screws. With the exception of the leather hood
belt (the one with the kit was too thick and was made of plastic) and some weathering, this
kit is pretty much straight out of the box.

Saturday, September 20, 2014

Here are some more images of my kitbash 1/1400 scale Halien Class Starship of the U.S.S. Paul Bunyan.
The
Halien Class is a jack of all trades for Starfleet and the Federation.
Serving roles anywhere from security and defense to rescue and salvage.

Saturday, September 13, 2014

The Saladin class was a type of Federationstarship in service in the 23rd century, and is classified as a destroyer, escort or frigate.The Saladin-class destroyer was designed as a smaller and less expensive stablemate to the Constitution-class, but was less successful. It lacks the engine power of the cruiser and has been found lacking in maneuverability.

The Saladin-class was expected, during peacetime, to carry out essentially the same research and exploration duties as the Constitution-class. For this reason, it has the same laboratory facilities.

Existing ships of the class were uprated beginning in 2271 to make use of newtechnology and capabilities that were developed for the uprated Constitution-class. This greatly increased the performance longevity of the class, carrying them into the 2300's.

The
class was retired in the early part of the 24th century, but a handful
of the vessels were uprated once again to face the threats of the Dominion and Borg in 2373 in a desperate move by the Federation to field numbers against the twin threats.